Automatic railway-car or wagon coupling and locker.



No. 764,503. PATENTBDX JULY 5,1904.

' W. SKERMAN.

AUTOMATIC RAILWAY GAR 0R WAGON COUPLING AND LOCKER.

APPLIUATION FILED JAN. 21, I904. N0 MODEL. 3 SHEETS-SHEET 1.

ll "ll Hillg mumu.

- IN VENTOI? 31 ZIZZZiar IZJZ'erman A TTORNE Y8 PATENTED JULY 5, 1904.

w. SKERMAN.

AUTOMATIC RAILWAY GAR 0R WAGON COUPLING AND LOCKER.

. APPLICATION FILED JAN; 21, 1904.

N0 MODEL.

3 BHBETB-SHEET 2.

IN VENTOI? wzzz'anu zfermaw WITNESSES.-

A'TTOHNE rs No. 764,503. I PATENTED JULY'5, 1904. r W. SKERMAN.

AUTOMATIC RAILWAY CAR OR WAGON COUPLING AND LOCKER.

APPLICATION-FILED 115.11.21.1904. no MODEL. 7 a slums-sum? a.

WITNESSES: INVENTOH W 7fi Zlz'anz f7l'ez'man/ A TTOHNE Y8 Patented July 5, 1904.

PATENT OFFICE.

WILLIAM SKERMAN, OF BRISBANE, QUEENSLAND, AUSTRALIA.

AUTOMATIC RAILWAY-CAR 0R WAGON COUPLING AND LOCKER.

SPECIFICATION forming part of Letters Patent No. 764,503, dated July 5, 1904. Application filed January 21 1904. Serial No. 189,980. (No model.)

To all whom it may concern.-

.Be it known that 1, WILLIAM SKERMAN, a subject of the King of Great Britain, and a resident of Brisbane, in the State of Queensland and Commonwealth of Australia, have invented a new and Improved Automatic Railway-Car or W'agon (Joupler and Locker, of which the following is a full, clear, and exact description.

This invention relates to car-couplings of the link-and-hook type, and has for its objects to provide novel details of construction fora car-coupling of the type indicated which are simple, practical, and inexpensive, which adapt the car-coupling for an automatic coupled engagement with a similar coupling on a car moving on the same track toward the same, and which permit two car-couplings of the improved kind to be coupled together ifthey are positioned. on cars at different heights from the railroad =trackwhereon the cars move, and, furthermore, that afford convenient means for the manual detachment of coupled cars either standing or moving.

To these ends the invention consists in the novel construction and combination of parts, as is hereinafter described, and defined in the appended claims.

Reference is to be had to the accompanying drawings, forming a part of this specification, inwhich similar characters of reference indicate corresponding parts in all the figures.

Figure 1 is a partly-sectional side View of the improved car-coupling mounted on the end portion of a car-body, the view being taken substantially on the line 1 1 in Fig. 2, Fig. 2' is a transverse sectional view taken substantially on the line 2 2 in Fig. l. Fig. 3 is a partly-sectional side view showing two of the improved car-couplings on the end of two cars coupled together, the view being taken on the line 3 3 in Fig. 1; and Fig. A is a plan view of the couplings shown in Fig. 3.

The draw-head of the car-coupling is formed of a metal block of suflicient length to adapt it for effective service, and from a point near its longitudinal center and extending rearward ,the draw-head body is quadrangular in cross-section, as shown at 5. At the rear end of the body portion 5 a draw-bar 5" is extended therefrom for a slidable engagement with a suitable boxing A, formed or secured on the car frame A, as shown in Fig, 3, the draw-bar supporting a spring 6, that in normal condition presses the draw-head forward, so as to leave a suitable space between the rear end thereof and the end of the carframe, as represented in Fig. 1 at It. The side walls of the draw-head are parallel with each other, and at a suitable distance forward of the rectangular body portion 5 a hook 7 is formed on the draw-head, which constitutes the front end of the draw-head body. As shown, the hook member '7 inclines upward and rearward, providing a sloped wall I), which may be conveXed in contour, as indicated in Figs. 1 and 3, and may be iieripherally shaped to give it ovate form, as shown in Fig. 4. To produce the hook member 7,the draw-head body is reduced in thickness between the lower and upper side thereof rearward of and near the hook, thus affording a recess a, the rear transverse defining-wall of which slopes upward and rearward, as shown at r in Figs. 1 and 3. The rear wall of the recess 0 above the incline c is given zigzag formand merges at the upper end in the preferably convexed top wall of the draw-head that extends between the recess and forward termination of the rear portion of the draw-head 5, and it will be seen that the angular conformation of the rear transverse defining-wallof the recess 0 produces two spaced angular notches c e in said wall, the notch 0" being uppermost.

A coupling-link is a coacting detail of the improved construction, and, as shown in Figs. 1 and 4, it consists of two parallel members 8, spaced apart at their forward ends by the transverse web 8, tapered to a blunt front edge by sloping the upper and lower sides, and preferably said front edge is convexly curved.

At a suitable distance rearward of the inclined wallc of the recess 0 a slot (Z is horizontally and longitudinally formed in the draw-head body, and through said slot a rockshaft 9 is loosely passed, so as to locate its middle portion therein, and upon the ends of the shaft two similar hand-levers or arms 9 are affixed for the rocking movement of the rock-shaft, as hereinafter explained. The rear ends of the parallel members of the coupling-link that has been described are mounted upon and secured to the shaft 9 at an equal distance from the respective sides of the drawhead body, and, as shown in Fig. 1, the link may incline below a horizontal plane when the hand-levers projectupward and forward a suitable degree, this inclination being defined by the seated contact of the link members 8 upon two opposite studs 6 e, that project outward from the draw-head below the recess 0 therein, as appears in Figs. 1 and 3.

Upon the rock-shaft 9 two locking-levers 10 are loosely mounted and are respectively positioned at each side of the draw head in spaces afforded between the sides of the drawhead and the rear ends of the link members 8, as indicated in Figs. 1, 8, and 4.

Two bracket-arms 11 are secured on' the upright front wall A of the car-body, whereon the car-coupling is held to slide longitudinally by the means already described, and upon the outer ends of the bracket-arms two similar levers 12 are pivoted between the ends of said levers, that are thus supported in nearly the same horizontal plane, the outer end portions of the same extending a suflicient length to permit their safe and convenient manipulation by a person standing at either side of the car. The ends of the horizontal levers 12, which project toward and over the draw-head body portion 5, are lapped upon each other and may have short longitudinal slots 9 formed therein where they have lapped engagement.

Between the upper end portions of the locking-levers 10 a short shaft 13 is loosely held by means of the journal-bolt it, which is inserted through an axial perforation in the shaft 13 and at its projecting ends is passed through two opposite perforations formed transversely in the lockinglevers, suitable means being provided, such as a head and nut, on the ends of the journal-bolt to retain it in place, whereby the short shaft 13 is adapted to space apart the upper ends of the locking levers, as shown in Fig. 4.

At the longitudinal center of the spacingshaft 13 a circumferential groove is formed therein for the loose connection of one end of the link-rod 14 therewith, the link-rod being bent into ring form at one end to permit such an engagement that is effected by introducing the ring when open into the groove and then closing it., At the other end of the link-rod 14 a suitable eye is formed through which a coupling-bolt f is inserted and likewise is passed through the slots 9 where they cross, and said bolt is secured in place by a nut or other means, this loose connection of parts adapting the forward movement of the outer end of either lever 12 to rock the lockinglevers 10, so as to incline them rearward, a

reversed rocking adjustment of either horizontal lever 12 serving to incline the levers 1O forwardly, as is shown at the right in Figs. 3 and 4.

Oppositely on the sides of the draw-head body, above and near the horizontal slot (Z, two abutment-lugs m are outwardly projected, these lugs being designed to contact with the rear edges of the locking-levers 10 and afford fulcrums that will cause the lower ends of said levers and the shaft 9,whereon they'are mounted, to move forward, the shaft sliding toward the front end of the slot (Z, this adjustment resulting from the forward movement of the outer end of either horizontal lever 12.

The lower ends of the locking-levers 10 are rounded somewhat on their edges, and the perforations formed therein for the reception of the rock-shaft 9 are similarly positioned near the rear edges on the bodies of said levers, so that the forward lower rounded corners a on the edges of the levers are disposed eccentrically to the axis of the rock-shaft 9.

Forward of and near the front end of the slot (Z in the draw-head body two abutmentpins 0 are formed or secured oppositely on the sides of the draw-head, and it will be seen that if the shaft 9 has been moved toward and near to the front end of the slot (Z this will dispose the cam-like corners a on the levers above and forward of the abutment-pins 0. Hence if the locking-levers 10 are rocked forward by an adjustment of the horizontal levers 12 rearward at their outer ends this will cause the cam-like edges of thecorners a to ride upon the abutment-pins 0 and push the shaft 9 along with the locking-levers rearward.

Upon the front edges of the locking-levers 1O forwardly-projected ears are formed or aflixed at a suitable distance from the lower ends of said levers, and, as indicated in dotted lines in Fig. 3, at the right, for one ear, said ears will approach the abutment-pins 0 when the locking levers are rocked forward and when in contact therewith check the forward and downward rocking movement of the levers.

Upon the rear end of each side member 8 of the coupling-link a lifter-arm 15 is secured at its rear end. and thence extends forward and downward, so as to dispose the front end of each lifter-arm at the outside of the link member. It is mounted upon and below the same. and upon said front ends of the lifterarms a finger 9' is formed on each, which projects below and in the path of the link member it is adjacent to.

It will be seen that the space between the side members 8 of the coupling-link permits the free rocking movement of said couplinglink down over the hook-nose 7 on the drawhead, so that the coupling-link may freelyengage with a'similar hook-nose on a like car- "coupling and drop over it after the front end of said coupling-link has slid up on the convex sloped upper edge of the hook and passed cars toward each other will cause thelower.--

most link-head 8 to slide up on the convex sloped upper side of the hook-nose7 that has been approached, and when the head 8 passes said hook-nose the imposed weight of the upper coupling-link will cause the coupling-head to drop into the recess 0. The link-head 8 now slides up the inclined rear wall a of the recess 0 and enters theangularnotch 0 This enforced contact will transmitthe progressive movement of the link to the draw-head it impinges upon, so that the draw-head will be pressed against and be cushioned by the spring 6. ltwill be understood that the normal positions of the loeking-levers 10 on each carcoupling will be as shown in Fig. 1-that is to say, each pair of locking-levers will be inclined rearward. As before explained, the cam formations n on the lower ends of the locking-levers 10 are now disposed above and near to the abutment-pins 0. Hence the impingement of the link-head 8 on the drawhead, as just explained, will force the abutment-pins 0 into engagement with the camshapedcorners n. As at this time the rear edges, of the looking-levers 10 are in contact with the abutment-lugs m, it will be seen that the coaction of details, as explained, will cause the locking-levers to rock forward and the shaft 9 to slide rearward, this adjustment also causing the horizontal levers 12 to move rearward at their outer ends. As the upper link is inclined upward toward its head 8 by its seated contact with the lower link, it will be evident that the forward inclination of the levers 10 on the coupling that said head has approached will impinge the forward edges of said locking-levers upon the link-head 8, as shown at the right in Fig. 3, and thus hold the upper link pressed down upon the head of the lower link that is engaged with the hook-nose 7, and thus lock the link in coupled engagement therewith.

As the links on two of the improved carcouplings that are to be coupled together incline downward and the bodies of the drawbars thereof have a loose engagement within the boxing A on the car-frames, it will be seen that if there is some difference in the height of the car-couplings from the railroadtrack the car-coupling links will engage and a coupled connection oi the link on one coupling with the hook on' the other coupling will be effected, the limited yielding of the two draw-heads, due to their manner of support face of the link members 8 on the car-frames, permittingthis acconunodation of one coupling to the plane oi the other one. It the difference in height of thecarcouplings or any other cause should elevate the lowermost link-head 8 above the notch it approach es, the transverse edge of said coupling-link head will be caught in the upper notch c" and thence slide down into the lower notch 0 whereupon the coupled connection of the link with the adjacent hook-nose? will result, and the upper link will be pressed down by the locking-levers 10 on the other car-coupling, as-shown in Fig. 3.

If it is desired to detach a car from others of a train by slacking the draft strain, so as to loosen the hooked connection between the car and the one it is coupled to, by the manipulation of either one of the hand-levers 9 the lingers 0' on the lifting-arms l5 will be brought into engagement with the lower suron the coupled link, and the latter will be raised so as to re lease it from the hook-nose 7 it had been coupled with, and to prevent a reengagement oi the hook and link the car should be moved so as todraw the coupling-hook away from the link.

In shifting cars to make up a mixed train it is'sometimes necessary to prevent an automatic coupled connection of the same. In this case the hand-levers 9 are rocked toward the cars, so as to throw the coupling-links in the same direction and in engagement with,

the levers 12, that will support the links rearwardly inclined until they are rocked forward to assume normal positions.

While the preferred use of the improvement is for coupling cars, it is obvious that road-wagons may also be provided therewith when a number are to be coupled together and employed for the transportation of :lreight on a wagon-road, to be drawn by any suitable power. Hence I claim the use of the improved coupling for the connection of vehicles of any construction.

Having thus described my invention, I claim as new and desire to secure by Letters Patent 1. A coupling, comprising a draw-head, a draw-bar on one end of the draw-head, a hook formed on the opposite end of the draw-head and trending upward and rearward,a U-shaped couplinglink loosely embracing the drawhead, and means, substantially as described, for supporting the coupling-link at its spaced ends, so as to adapt the bow of said link to rock over the draw-head hook, and be held thereon by the imposed weight of a similar hook on a connecting car-coupling.

2. A coupling, comprising a draw-head, a hook on one end of the draw-head, a U-shaped coupling link, the side members of which loosely embrace the draw-head, said drawhead having a longitudinal slot therein near IIO the hook, a rock-shaft held to rock and slide in said slot, the ends of the link members being secured on the rock-shaft, and means for rocking said shaft at either end.

3. A coupling, comprising a draw-head, a draw-bar on one end of the draw-head, a hook on the other endof the draw-head, the nose of which inclines toward the draw-bar, the drawhead having a transverse longitudinal slot therein near the hook, a rock-shaft adapted to rock and slide in the slot, handle-levers on the ends of the rock-shaft, and a couplinglink having U shape, that provides parallel side members and an integral wedge-shaped head, the rear ends of the side members being secured on the rock-shaft at each side of the draw-head.

4. A coupling, comprising a draw-head, a hook on one end of the draw-head, the drawhead having a recess at the rear side of the hook and two indents or notches in the rear wall of said recess, a U-shaped coupling-link loosely embracing the draw-head with its spaced members, a rock-shaft held to rock and slide in a longitudinal slot in the drawhead near the notched wall of the recess, handle-levers on the ends of the rock-shaft, the rear ends of the spaced members of the link being secured on the rock-shaft at each side of the draw-head, and a lifter-arm secured by one end on the rear end of each spaced member of the link and thence extended forward, each arm having a finger extended laterally at its front end and below the hook on the draw-head.

5. A coupling, comprising a draw-head, a draw-bar on one end of the draw-head, loosely mounted on a car-frame, a spring adapted to cushion draft strain on the coupling, a rearwardly-inclined hook on the front end of the draw-head, said draw-head being recessed at the rear side of the hook and notched in the rear wall of said recess, and further provided with a longitudinal horizontal slot at the rear of the notched wall, a rock-shaft held to rock and slide in the slot, handle-levers on the ends of the rock-shaft, two locking-levers loosely mounted on the rock-shaft at their lower ends, and means connected to the car and to the upper ends of the locking-levers, adapted for rocking the lever when manipulated.

In testimony whereof I have signed my name to this specification in the presence'of two subscribing witnesses.

WILLIAM SKERMAN.

WVitnesses: Y

P. LYON, H. J. WEATHERILL. 

